Car coupler



Filed Aug. 24, 1953 3 Sheets-Sheet 1 IN VEN TOR.

' VVlLL/AM J. ME'TZGER ATTCRNE Y May 21, 1957 w. J. METZGER 2,792,946

CAR COUPLER Filed Aug. 24, 1955 s Shets-Sheet 2 INVENTOR. Y

BY VV/LL/AM J. METZ GER ATTORNEY May 21, 1957 w. J. METZGER CAR COUPLER 5 Sheets-Sheet 3 Filed Aug. 24, 1953 INVENTOR. WILL/AM J ME TZ 65/? ATTORNEY straighten out for coupling.

United States Patent CAR COUPLER William J. Metzger, East Cleveland, Ohio, assignor to National Malleable and Steel Castings Company, Cleveland, Ohio, a corporation of Ohio Application August 24, 1953, Serial No. 375,945

9 Claims. (Cl. 213-104) This invention relates to car couplers of the rigidjawed type, and more particularly to guiding means therefor which make it possible to align the couplers for coupling from horizontally angled positions which formerly rendered coupling impossible.

This invention concerns the well-known Willison type of car coupler such as is shown in the Wittmer Patent No. 2,246,406, granted June 17, 1941. The coupler in the Wittmer patent has spaced rigid pulling and bnffing jaws and is particularly adapted for use on mine or industrial cars. The invention disclosed in the patent comprises an aligning wing with an abutment surface thereon disposed rearwardly of the buffing jaw of the coupler.

This aligning wing is adapted for engagement with the pulling jaw of an opposing coupler when the couplers are in a horizontally angled position with respect to each other as they come together for coupling. This engagement serves to increase the gathering range of the coupler. The aligning wing disclosed in the above Wittmer patent functions satisfactorily to align the couplers for a large portion of the various horizontally angled positions of the latter encountered in service. -However, when the couplers come together for coupling under the condition in which one coupler is angled horizontally a substantially greater amount than the opposing coupler, the aligning wing is ineffective for aligning the couplers into proper position and a miscoupling results.

The reason for the miscoupling is that the pulling jaw of the coupler which is angled a lesser amount slides past the end of the aligning wing of the opposing coupler instead of abutting against the face of the wing. As a result, the wing is ineffective to align the couplers. Under this condition, engagement usually occurs between the buifing jaws of the couplers but such engagement is beyond the gathering range of the front abutment surfaces on the jaws and the couplers will not In addition, the aligning wing actually aids in displacing the couplers farther from coupling position.

I have provided an improved aligning Wing which substantially increases the gathering range of an angled coupler of the type shown in the above Wittmer patent. The improved wing will automatically align couplers as they come together for coupling so that coupling can be effected under substantially all horizontal angling conditions that arise in service.

It is therefore an object of my invention to provide, in a coupler of the Willison or rigid-jawed type, means which will increase the horizontal gathering range of j the coupler.

A further object is to provide means on a coupler of :the rigid-jawed typewhich will align opposing couplers 2,792,946 Patented May 21, 1957 automatically move the approaching couplers to a position wherein coupling can occur even though initially one coupler is angled horizontally, with respect to its car, considerably more than the other coupler.

A further object of my invention is to provide means on a coupler of the rigid-jawed type which will prevent miscoupling of the couplers during extreme horizontal angling of one of the couplers.

A more specific object of my invention is to provide a forwardly projecting extension for the conventional alignment wing of a coupler of the rigid-jawed type which will preclude miscoupling of the couplers during extreme horizontal angling of one of the couplers.

A further object of my invention is to provide a coupler of the rigid-jawed type having guide means which will prevent miscoupling of the couplers during extreme horizontal angling of one of the couplers and which can be coupled with a coupler having the conventional aligning wing.

Other objects and advantages of my invention will be apparent from the following description taken in conjunction with the drawings in which:

Fig. 1 is a plan view showing the initial engagement during coupling operations between two couplers embodying the invention, one of the couplers being shown in an extreme horizontally angled position while the other coupler is angled horizontally a substantially lesser degree.

Fig. 2 is a plan view of the couplers of Fig. 1 illustrating the movement of the couplers relative to one another from the position shown in Fig. l to a position from which proper alignment of the couplers for coupling may occur.

Fig. 3 is a plan view showing the movement of the couplers from the position shown in Fig. 2 to a position wherein alignment of the buffing and pulling jaws of the opposing couplers has been accomplished and coupling can be effected. Fig. 4 is a plan view showing two of the couplers in coupled position and under pulling forces.

Fig. 5 is a front elevational view of one of the couplers shown in Figs. 1-4.

Fig. 6 is a side elevational view of the coupler shown in Fig. 5.

Fig. 7 is a plan view of two couplers having conventional aligning wings approaching for coupling from the same horizontally angled positions as the couplers in Fig. 1, the initial engagement between the couplers being shown in dot-dash.

Referring to the drawings, there is shown 'a coupler having a head 2 which comprises a boiling jaw 4 and pulling jaw 6. Buffing and pulling jaws 4 and 6 have diagonal front abutment surfaces 4a and 6a, respectively, for gathering and aligning an opposing similar coupler during coupling operations. Connecting the pulling and bufling jaws and arranged at an angle to the longitudinal center line of the coupler is a bufiing face 8. The pulling jaw of the coupler has a recess 10 adapted for receiving the complementary boiling jaw of an opposing coupler head. Forming one side of recess 10 on pulling jaw 6 is pulling face 12 adapted for engagement with complementary face 14 on the bufiing jaw of an opposing coupler head when the coupled couplers are subjected to pulling forces.

Projecting forwardly of the butting face 8 adjacent jaw 4 is lock 16 for maintaining the couplers: in coupled position. Lock 16 is rearwardly movable and is maintained in its forward or locking position by the action of a spring (not shown) which is compressed between the rearward end of the lock and the coupler head. The lock is retracted out of locking position by means of a lever 18.

Formed rearwardly of jaw 4 is aligning wing 20, com prising a laterally extending wall 21 which is reinforced by transverse rib 22. Wall 21 comprises an inner portion 21a which extends diagonally rearwardly from head 2 of the coupler and an outer portion 2111 which forms a generally diagonally forwardly extending continuation of inner portion 210. inner and outer portions 21a and 2112 have vertically extending front abutment surfaces 26 and 27, respectively, which lie in angularly disposed planes and are adapted for engagement with the forward or outer end of the pulling jaw 6 of an opposing coupler. As may be seen from an inspection of Fig. 4, the length of inner portion 21a of wall 21 must he at least as great as the length of front abutment surface on on pulling '6 of the opposing coupler in order that interference between outer portion 21b of wall 21 and the outer end of pulling jaw 6 of the opposing coupler will not occur wh'en the couplers arsnovd to coupled positions.

1 shows two opposing couplers A and B embodying the invention and pivotally mounted atpoints 28 and 30, which represent the pivotal connections on their associated cars. It will be assumed for purpose of illustration, 'that the cars to which the couplers are connected are disposed in longitudinal alignment. Coupler B is shown in an extreme horiion'tally angled position with respect to line xx connecting the pivotal centers of the couplers. Coupler A is shown angled a substantially lesser degree with respect to 1ine xx, and on thejsar'ne 'sideof line .\%'x as coupler B. The initial point of contact between couplers A and B, as they move toward one another for coupling, has been shown to occur between the outer tip of pulling jaw 6 on coupler A and the outermost end of front abutment surface 27 on aligning wing 20 'f coupler B, as at F.

Referring now to Fig. 7, it will be seen that if two couplers A and B, g each embodying the conventional aligning wing 20 (as shown in Wittmer Patent 2,246,406), are angled to the same position with respect to each other and to line xx as are the couplers illustrated in Fig. 1, then as the couplers approach for coupling, the outer end of pulling jaw 6 of coupler A will not engage front abutment surface 26' of the aligning wing 20 of coupler B since it is disposed outwardly of this surface. This is seen from the dot-dash position of coupler A in which engagement between its jaw fi and the opposing win'g20' occurs as atK. The force thus exerted against the aligning wing 20' of coupler B will be ineffective to cause the couplers to straighten out for coupling. In addition to the engagement as at K, contact will occur between the buffing jaws 4' of the opposing couplers as at L. With the couplers engaged in this position alignment thereof cannot take place and jackknifing will occur if it is attempted to move the couplers into *coupiedposition.

Referring again to Fig. l, it will he observed that the force exerted at point-F against the forwardly extending front abutment surface 27 of the aligning wing of coupler B will cau'se jaw 6 of coupler A to slide relative to Sun face'2'7. It will be assumed for purpose of illustration that'during this sliding action coupler A will pivot and coupler B will remain stationary. Therefore, as the couplers move together, pulling jaw 6 on coupler A will slide to point Mat the juncture of surface 27 andsurface 26 on aligning wing 28* of coupler 13. Thus, coupler A moves forwardly toward coupler l3 while at the same time itrotates horizontally about its pivotal axis 28 further outwardly from line it will be observed that the head of coupler A has moved transversely of the head of coupler B. It is apparent that when coupler A has reached the position shown in Fig. 2, it is angled more nearly the same degree with respect to line x x as coupler B. This places coupler A in a position where proper alignment of the buffing and pulling jaws of the opposing couplers can be accomplished.

It will be understood that this transverse movement of the coupler heads, with respect to one another, upon initial engagement, is necessary in order that interference will not occur between the buffing jaws on the opposing couplers upon subsequent movement of the latter toward aligned position. In this connection it will be noted in Fig. 2 that the bufiing jaws 4 on the opposing couplers are spaced apart a substantial amount in a longitudinal direction, whereas in Fig. 7 the hurling jaws 4 have come into engagement and the alignment of the couplers from the position shown in the latter figure is impossible.

With my improved aligning wing the couplers are moved from the Fig. 1 position to the Fig. 2 position without interference between the buffin-g jaws 4 and when in the latter position the couplers can be successfully coupled. Thus, coupling is possible from angled positions wherein couplers employing the conventional wing cannot be coupled. 7

It will be seen by comparing Figs. 1 and 2 that coupler B has been shown as not having changed its position during the movement of coupler A along abutment surface 27 of coupler B. This has been done merely for the purpose of illustrating the severest angled relationship of the couplers from which the improved aligning wing will positively gather the opposing coupler for coupling. It will be understood that "coupler B instead of coupler A actually could have rotated while coupler Aremained stationary, depending on the frictional "resistance to pivoting of each coupler, or both couplers could have moved. In either of the latter instances the coupler heads would have become so positioned transversely of one another that subsequent alignment and coupling of the couplers could occur.

Once coupler A has reached the position shown in Fig. 2 it will be observed that the force exerted by the front end of jaw 6 of coupler A against abutment surface 26 of coupler B is directed in a direction substantially perpendicular to this surface. Also, this force acts against surface '26 at point M which is disposed {on the side of line x'x opposite to that of 'jaw's 4, and, therefore, will cause coupler B to rotate in a clockwise direction about pivot 30 and cause coupler A to rotate in a counterclockwise direction "about pivot 28, thus effe'cting movement of the couplers to the substantially aligned position shown in Fig. 3.

An important aspect of my aligning wing is that the pulling jaw 6 of coupler A cannot slide off the end of the aligning wing 20 of coupler B during the straightening out of the couplers from the position shown in Fig. 2 to that shown in Fig. 3. It will be seen from Fig. 2 that the generally forwardly extending portion 21b will preclude any such action'from occurring.

With couplers employing the conventional wing, as shown in Fig. 7, and disposed in the same positions as shown in Fig. 2, the outer end of pulling jaw 6' thereof might, under certain conditions, slip off the opposing wing 20' as the couplers are moved together for coupling from the Fig. 2 position. This would result in a miscoupling. Normally, the frictional resistance between pulling jaw '6 and abutment surface 26' on opposing wing 20 will prevent such slip by. However, climatic conditions may become such as to materially reduce this frictional resistance to the point where slip by might occur.

It will be noted from Fig. 3 that the pulling jaw 6 of coupler A new engages coupler B at point M on wing 20 and at point P on bufiin'g jaw 4. As the coupiers are moved together from this position relative sliding occurs between jaw 6 and coupler B, which moves against the pressure of the lock springs to permit entry of butting jaws 4 into recesses 10. As soon as the coupiers reach their coupledposition, the locks, are again advanced by their springs, thuslocking the couplers.

It will also be understood that the angle at which outer portion 21b intersects inner portion 210 of forward wall 21 of the aligning wing may be increased or decreased from that shown. The effect of varying this angle is to increase or decrease the gathering range of the aligning wing. It will be observed, however, that outer portion 21b must be angled forwardly sufficiently with respect to inner portion 21a to assure that couplers A and B will move transversely of one another upon initial engagement as occursduring movement of the couplers from the Fig. 1 to Fig. 2 position. This initial transverse movement of the couplers is necessary in order to prevent any interference between the bufiing jaws of the opposing couplers as they straighten out for coupling.

While the gathering range of the coupler may be increased by increasing the length of outer portion 21b of the wing from that shown, the use of such a modification is restricted by the normal angling necessary between the coupler and its associated car structure.

It will be seen from Fig. 4 that my improved aligning wing does not interfere with the operation of the coupled couplers in any manner and it will be apparent that a coupler embodying my aligning wing can couple with a coupler having the conventional wing without hindrance of any sort. Moreover, in such case the alignment of the couplers is facilitated if the couplers are disposed, as shown in Fig. 1.

The terms and expressions which I have employed are used as terms of description and not of limitation, and I have no intention, in the use of such terms and expressions, of excluding any equivalents of the features shown and described or portions thereof, but recognize that various modifications are possible within the scope of the invention claimed.

Having thus described my invention, I claim:

1. A car coupler of the rigid-jawed type comprising a head with a pair of transversely spaced jaws including a pulling jaw and a bufiing jaw adapted to interengage with the jaws of an opposing coupler, and coupler aligning means disposed laterally and rearwardly of said buffing jaw and comprising a pair of angularly intersecting abutment surfaces for engagement with a jaw of an opposing coupler, one of said surfaces being disposed substantially in alignment with the forward face of said pulling jaw, the other of said surfaces extending generally diagonally forwardly of said first-mentioned one of said surfaces.

2. A car coupler comprising a head, a buffing jaw and a pulling jaw on said head disposed on opposite sides of the longitudinal center line of the coupler for interengagement with the jaws of an opposing coupler, said jaws having abutment surfaces adapted to engage the abutment surfaces on an opposing coupler to guide the couplers into interengagement when the couplers approach for coupling from predetermined horizontally angled relationships, and aligning means extending laterally of said head, said means comprising a pair of angularly disposed abutment surfaces located on one side of the coupler and rearwardly of said buffing jaw, the inner one of said last-mentioned surfaces extending diagonally rearwardly from said head and the outer one of said last-mentioned surfaces extending diagonally forwardly from said inner surface.

3. A car coupler having a pair of rigid transversely spaced jaws including a bufiing jaw, said jaws being adapted to interengage with the jaws of an opposing coupler, aligning means disposed rearwardly of and extending laterally of said buffing jaw, said means comprising inner and outer abutment portions disposed in angular relationship, said inner portion extending in a diagonally rearward direction and said outer portion extending in a direction forwardly relative to said inner portion for engagement with a jaw of an opposing coupler.

A 4. Aligning means. for a car coupler-of the rigid-jawed type comprising an abutment extending laterally from one side of the car coupler, said abutment including an inner portion and an outer portion for engagement with a jaw of an opposing coupler to align, the couplers during coupling, said inner portion extending diagonally rearwardly from the coupler and said outer portion extending forwardly from said first-mentioned portion and forming a continuation thereof.

5. In a car coupler of the rigid-jawed type, a head having a pulling jaw and a bufiing jaw laterally disposed on opposite sidesof'the longitudinal centre line of the coupler, said jaws being adapted for interengagement with the jaws of an opposing coupler, aligning means pro jecting laterally from said head and comprising an inner portion facing the pulling jaw of an opposing coupler when the couplers are in coupled position, and an outer portion forming a continuation of said inner portion and extending forwardly relative to said inner portion, said outer portion extending laterally beyond the pulling jaw of the opposing coupler.

6. In a car coupler, a head having fixed spaced pulling and butting jaws adapted to interengage with the jaws of an opposing coupler, one of said jaws having an aligning wing projecting laterally thereof, said wing having a forward wall comprising an inner portion and an outer portion, said inner portion being of substantially the same length as the front face of said pulling jaw, and extending in a direction parallel to the front face of the pulling jaw of an opposing coupler when the couplers are interengaged, said outer portion extending diagonally forwardly relative to said inner portion and being adapted for engagement with the pulling jaw of an opposing coupler for causing relative transverse movement between the coupler heads during coupling operations.

7. A car coupler of the rigid-jawed type comprising a head, said head having a pulling jaw adapted to interengage with a jaw of an opposing coupler, said pulling jaw having an abutment surface extending diagonally forwardly with respect to the longitudinal center line of the car coupler, aligning means extending laterally of said head and adapted for engagement with the pulling jaw on an opposing coupler, said means comprising an inner portion and an outer portion, said inner portion having a front abutment surface which extends diagonally rearwardly with respect to the longitudinal center line of the coupler and is complemental to the abutment surface on the pulling jaw of the opposing coupler and said outer portion having a front abutment surface which extends laterally of the pulling jaw on the opposing coupler when the couplers are in coupled position, said surface on the outer portion being a continuation of said surface on said inner portion and extending diagonally forwardly relative to said last-mentioned surface.

8. In a car coupler of the rigid-jawed type, a head having a pair of transversely spaced jaws adapted to interengage with the jaws of an opposing coupler, said head having coupler aligning means extending laterally thereof and being positioned rearwardly of said jaws, said means comprising inner and outer portions for engagement with a jaw of an opposing coupler during coupling, said outer portion being angled forwardly relative to said inner portion, said outer portion during coupling operations being engageable with the jaw of an opposing coupler to slide the jaw to the juncture of said portions, after which rotational movement of the jaw relative to said juncture occurs to move the coupler heads transversely with respect to one another toward a position of alignment.

9. In a car coupler of the rigid-jawed type comprising a head, said head having bufiing and pulling jaws and aligning means extending laterally from said head, said means comprising a forward abutment wall adapted for engagement with an opposing coupler when the couplers are in horizontally angled positions with respect to their 

